CN104421012B - Engine for LP gas fuel engine controls - Google Patents

Engine for LP gas fuel engine controls Download PDF

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Publication number
CN104421012B
CN104421012B CN201410449848.2A CN201410449848A CN104421012B CN 104421012 B CN104421012 B CN 104421012B CN 201410449848 A CN201410449848 A CN 201410449848A CN 104421012 B CN104421012 B CN 104421012B
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China
Prior art keywords
cylinder
engine
injection
engine cylinder
fuel
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CN201410449848.2A
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CN104421012A (en
Inventor
C·P·格卢格拉
E·W·柯蒂斯
G·苏尔尼拉
J·赫奇斯
M·A·德尔斯
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/02—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
    • F02D19/021—Control of components of the fuel supply system
    • F02D19/023—Control of components of the fuel supply system to adjust the fuel mass or volume flow
    • F02D19/024—Control of components of the fuel supply system to adjust the fuel mass or volume flow by controlling fuel injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0602—Control of components of the fuel supply system
    • F02D19/0607—Control of components of the fuel supply system to adjust the fuel mass or volume flow
    • F02D19/061—Control of components of the fuel supply system to adjust the fuel mass or volume flow by controlling fuel injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
    • F02D19/0647—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions the gaseous fuel being liquefied petroleum gas [LPG], liquefied natural gas [LNG], compressed natural gas [CNG] or dimethyl ether [DME]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/027—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using knock sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0027—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02M21/0284—Arrangement of multiple injectors or fuel-air mixers per combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/152—Digital data processing dependent on pinking
    • F02P5/1522—Digital data processing dependent on pinking with particular means concerning an individual cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0207—Variable control of intake and exhaust valves changing valve lift or valve lift and timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only
    • F02D13/0219—Variable control of intake and exhaust valves changing the valve timing only by shifting the phase, i.e. the opening periods of the valves are constant
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0686—Injectors
    • F02D19/0689—Injectors for in-cylinder direct injection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0686—Injectors
    • F02D19/0692—Arrangement of multiple injectors per combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
    • F02D19/082—Premixed fuels, i.e. emulsions or blends
    • F02D19/084—Blends of gasoline and alcohols, e.g. E85
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Abstract

The present invention relates to the engine controls for LP gas fuel engine, disclose a kind of method for engine, it include: during including the first state of high engine temperature, the first timing during induction stroke, the liquefied petroleum gas of the first quantity is sprayed into the first engine cylinder；And the second timing during the compression stroke after the induction stroke, the liquefied petroleum gas of the first engine cylinder of Xiang Suoshu the second quantity of interior injection.In this way, combustion knock and cylinder pre-ignition can be lowered, and delay spark ignition and/or limitation engine load are not had to, to allow to maximize engine performance.

Description

Engine for LP gas fuel engine controls
Technical field
This application involves the engine controls for LP gas fuel engine.
Background technique
Spark ignition engine may be susceptible to combustion knock under high loads.After spark ignition, the air that does not burn/ The possible spontaneous combustion in fuel mixture region, leads to the big pressure wave for making cylinder resonance body.Increased intake air temperature, increased compression ratio And lower fuel octane number can make problem worse.The typical method for lowering combustion knock includes to postpone spark ignition just When, and then reduce the burn rate of burning.However, during Throttle, this also have reduce fuel economy and Make the effect of engine performance deterioration.
Similarly, when running in high load capacity and under relatively low engine speed, engine with supercharger may be susceptible to cylinder Prefiring.Cylinder pre-ignition may be shown as " especially big pinking ", generate the high pressure spike that may damage engine pack.Cylinder is pre- Igniting is usually to be solved by reducing engine load.However, this reduces engine performance.
Combustion knock and cylinder pre-ignition may be particularly susceptible for using the petrol engine of later period injection timing.After gasoline Phase injection can lead to the accumulation of soot and/or particle matter in cylinder.This can discharge machine oil in turn, which can be used as burning The incendiary source of pinking or cylinder pre-ignition.
Summary of the invention
The present inventor has appreciated that the above problem can partly be solved by one or more methods herein.At one In example, a method of for engine, comprising: during including the first state of high engine temperature, in induction stroke At the first timing of period, the liquefied petroleum gas injection of the first quantity into the first engine cylinder；And in induction stroke At the second timing during compression stroke later, the liquefied petroleum gas injection of the second quantity into the first engine cylinder. In this way, combustion knock and the pre- point of cylinder can be lowered in the case where not postponing spark ignition and/or not limiting engine load Fire, thus engine performance is allowed to maximize.
In another example, a method of for lowering the combustion knock in LP gas fuel engine, wrap It includes: starting when the inlet valve of the first cylinder is opened to first in response to the detection of the combustion knock in the first engine cylinder Port fuel sprays the fuel of the first quantity in machine cylinder；When the IC Intake Valve Closes of the first cylinder, to the first engine vapour Direct fuel sprays the fuel of the second quantity in cylinder；When the second cylinder inlet valve open when, into the second engine cylinder into The fuel of port fuel injection third quantity；It is straight into the second engine cylinder and when the IC Intake Valve Closes of the second cylinder Connect the fuel of the 4th quantity of fuel injection.In this way, in the case where not from minimum best timing retard spark ignition, or By reducing the spark ignition retardation away from minimum best timing, combustion knock can be lowered, to allow in full throttle shape Fuel economy is maximized during state and maximizes engine performance.
In yet another example, a method of lowering the cylinder pre-ignition in LP gas fuel engine, comprising: Start when the inlet valve of the first cylinder is opened to first in response to the detection of the cylinder pre-ignition in the first engine cylinder Port fuel sprays the fuel of the first quantity in machine cylinder；When the IC Intake Valve Closes of the first cylinder, to the first engine vapour Direct fuel sprays the fuel of the second quantity in cylinder；When the second cylinder inlet valve open when, into the second engine cylinder into The fuel of port fuel injection third quantity；It is straight into the second engine cylinder and when the IC Intake Valve Closes of the second cylinder Connect the fuel of the 4th quantity of fuel injection.In this way, in the case where not limiting engine load, or by reduce start Machine load limit amount, can lower cylinder pre-ignition, so that engine performance be allowed to maximize.
When being used alone or in conjunction with attached drawing, the feature of above-mentioned advantage and other advantages and this specification will be under Specific embodiment is stated to become apparent.
It should be understood that provide foregoing invention content be in order to introduce in simplified form in a specific embodiment by The concept of the selection further described.It is not intended that confirming the key or essential feature of claimed theme, the theme Range uniquely limited by appended claims.In addition, claimed theme be not limited to solve it is above-mentioned or in the disclosure The embodiment of any disadvantage described in any part.
Detailed description of the invention
Fig. 1 schematically depicts the example embodiment of the cylinder of internal combustion engine.
Fig. 2 schematically depicts the example embodiment of multicylinder engine.
Fig. 3 describes the exemplary high-level flowchart for lowering the combustion knock in LP gas fuel engine.
Fig. 4 A is the figure table according to the example time shaft for vehicle operation and fuel injection system operation of the disclosure Show.
Fig. 4 B is the figure table according to the example time shaft for vehicle operation and fuel injection system operation of the disclosure Show.
Fig. 5 describes the high-level process of example for lowering the cylinder pre-ignition in LP gas fuel engine Figure.
Fig. 6 A is the figure table according to the example time shaft for vehicle operation and fuel injection system operation of the disclosure Show.
Fig. 6 B is the figure table according to the example time shaft for vehicle operation and fuel injection system operation of the disclosure Show.
Specific embodiment
Following description is related to solving the combustion knock and cylinder pre-ignition in liquefied petroleum gas (LPG) engine fuel System and method, such as the engine being schematically illustrated in fig 1 and 2.The system, which may include, is coupled to direct fuel The LPG fuel case of injector.Controller can be programmed, and control program to pass through, the program as described in Fig. 3 and 5, control fuel spray The rate and timing penetrated.It, can also be to controller programming to control spark timing in the case where combustion knock occurs.Vapour is occurring It, can also be to controller programming to control engine load in the case where cylinder prefiring.In the combustion period of engine cylinder, combustion It is consistent with event to expect that injection timing can be set to, as described in Fig. 4 A, 4B, 6A and 6B.
Fig. 1 describes the cylinder of internal combustion engine 10 or the example embodiment of combustion chamber.Engine 10 can be included control The control system of device 12 and input by input equipment 132 from vehicle operators 130 at least partly control.Show at this In example, input equipment 132 includes accelerator pedal and pedal position sensor 134 to generate ratio pedal position signal PP.Hair The cylinder 14 (i.e. combustion chamber) of motivation 10 may include the chamber wall 136 that piston 138 is located therein.Piston 138 can be with crankshaft 140 couplings, so that the reciprocating motion of piston is converted into the rotary motion of crankshaft.Crankshaft 140 can be at least the one of passenger carrying vehicle A driving wheel is coupled by transmission system.In addition, starter motor motor can be coupled by flywheel with crankshaft 140, so that engine 10 are able to carry out start-up operation.
Cylinder 14 can receive air inlet by a series of air intake ducts 142,144 and 146.Other than cylinder 14, air intake duct 146 can also be connected to other cylinders of engine 10.In some embodiments, one or more air intake ducts may include that pressurization is set It is standby, such as turbocharger or mechanical supercharger.For example, the engine 10 that Fig. 1 is shown is configured with turbocharger, the whirlpool Wheel booster includes the compressor 174 being disposed between air intake duct 142 and 144 and the exhaust whirlpool along the arrangement of exhaust duct 148 Wheel 176.Compressor 174 can at least partly be driven by axis 180 by exhaust driven gas turbine 176, and wherein supercharging equipment is configured as whirlpool Take turns booster.However, in other examples, if engine 10 is equipped in the example of mechanical supercharger, optionally saving Slightly exhaust driven gas turbine 176, wherein compressor 174 can be driven by the mechanical input from motor or engine.Include choke block 164 Air throttle 162 can be provided along the air intake duct of engine, to change the flow rate and/or pressure of the air inlet for being provided to engine cylinder Power.For example, air throttle 162 can be placed on the downstream of compressor 174 as shown in Figure 1, or alternatively it is provided at pressure The upstream of contracting machine 174.
Other than cylinder 14, exhaust duct 148 can also receive the exhaust of other cylinders from engine 10.Shown in arrange Gas sensor 128 is coupled with the exhaust duct 148 for being located at 178 upstream of emission control equipment.Sensor 128 can be any suitable Sensor, to provide the instruction of exhaust air-fuel ratio, such as linear oxygen sensors or UEGO (general or wide area exhaust gas oxygen sensor), double State lambda sensor or EGO (as described), HEGO (heating type exhausting lambda sensor), NOx, HC or CO sensor.Emission control is set Standby 178 can be three-way catalyst (TWC), NOxTrap, various other emission control equipments or combinations thereof.
Each cylinder of engine 10 may include one or more inlet valves and one or more exhaust valves.For example, shown Cylinder 14 include positioned at cylinder 14 upper area at least one inlet poppet valves 150 and at least one exhaust poppet valve 156.In some embodiments, each cylinder of the engine 10 comprising cylinder 14 may include positioned at cylinder upper area extremely Few two inlet poppet valves and at least two exhaust poppet valves.
Inlet valve 150 can be controlled by controller 12 by actuator 152.Similarly, exhaust valve 156 can be led to by controller 12 Cross the control of actuator 154.Under certain conditions, the changeable signal for being supplied to actuator 152 and 154 of controller 12, with control The opening and closing of respective intake and exhaust valves.It the position of inlet valve 150 and exhaust valve 156 can be by respective valve position Sensor (not shown) determines.Valve actuator can be electric air valve actuating type or cam-actuated type, or combinations thereof.Into Valve and exhaust valve timing can be controlled simultaneously or variable air inlet cam timing, variable exhaust cam timing, double independent variables It is any one of possible in cam timing or fixed cam timing to be used.Each cam-actuated system may include one or more A cam, and can be used cam profile transformation system (CPS), variable cam timing (VCT), variable valve timing (VVT) and/or Changeable air valve promotes one or more of (VVL) system, and the system can be operated by controller 12 to change air door operation.Example Such as, cylinder 14 can be alternatively comprising the inlet valve by electric air valve actuation control and by the inclusion of CPS and/or VCT Cam-actuated control exhaust valve.In other embodiments, intake and exhaust valves can be by common valve actuator or cause Dynamic system control, or controlled by variable valve timing actuator or actuating system.
Cylinder 14 can have a compression ratio, i.e., when piston 138 is in lower dead center and top dead centre volume ratio.In general, compression Than in the range of 9:1 to 10:1.However, compression ratio can be increased in some examples using different fuel.This can send out It gives birth to when such as when the fuel of the fuel of use higher octane or potential enthalpy of vaporization with higher.If using directly spraying, Due to its influence to combustion knock, compression ratio can also be increased.
In some embodiments, each cylinder of engine 10 may include spark plug 192 for starting burning.It is selecting Operation mode under, ignition system 190 can in response to the spark advance signal SA from controller 12 and pass through spark plug 192 Pilot spark is provided to combustion chamber 14.However, in some embodiments, spark plug 192 can be omitted, can such as lead in engine 10 Cross automatic ignition or may as the example of some diesel engines fuel injection and in the case where starting burning.
In some embodiments, each cylinder of engine 10 can be configured with one or more fuel injectors with In providing fuel thereto.As non-limiting example, shown in cylinder 14 include two fuel injectors 166 and 170.It is shown Fuel injector 166 directly coupled with cylinder 14, so that the pulse width with signal FPW-1 is proportionally directly into cylinder Fuel is sprayed, the signal is received by electronic driver 168 from controller 12.In this way, fuel injector 166 provides The direct injection (being referred to as " DI " later) of so-called fuel into combustion cylinder 14.Although injector 166 shown in FIG. 1 For side spray emitter, but it can also be located at the top of piston, such as position close to spark plug 192.When operation uses alcohol-based fuel Engine when, due to the relatively low volatility of some alcohol-based fuels, which can promote mixing and burning.Alternatively, it sprays Emitter can be located at the top of inlet valve and nearby promote mixing.Fuel can be transported to combustion from high-pressure fuel system 172 Material ejector 166, the high-pressure fuel system 172 include fuel tank, petrolift, fuel rail and driver 168.Alternatively Ground, fuel can be transmitted by single stage fuel pump with low pressure, in this case, compared with the case where using high-pressure fuel system, During compression stroke, the timing of direct fuel injection can be limited larger.Although fuel tank can have in addition, not showing Oriented controller 12 provides the pressure sensor of signal.
In the intake port injection (being referred to as " PFI " later) for providing so-called fuel into the air intake duct of 14 upstream of cylinder In configuration, shown in fuel injector 170 be disposed in air intake duct 146, rather than in cylinder 14.Fuel injector 170 can Fuel is proportionally sprayed from the pulse width of 12 received signal FPW-2 of controller with by motor driver 171.Fuel can To be transported to fuel injector 170 by fuel system 172.
During the single loop of cylinder, fuel can be delivered by both injectors cylinder.For example, each injector can be defeated Send a part for the total fuel injection burnt in cylinder 14.In addition, from each injector convey fuel sendout and/or Relative quantity can change with operating condition operating condition as described below.The relative distribution of fuel is always sprayed in injector 166 and 170 The first injection ratio can be referred to as.For example, being used for the larger amount of fuel of combustion incident by the injection of (air intake duct) injector 170 It can be the example of air intake duct Yu higher first ratio directly sprayed, and pass through the injection of (direct) injector 166 for burning Lower first ratio that the larger amount of fuel of event can be air intake duct and directly spray.Note that these are only different sprays Penetrate the example of ratio, thereby increases and it is possible to use various other injection ratios.However, it should be understood that the fuel of intake port injection can be Open inlet valve event during, close inlet valve event during (e.g., substantially before induction stroke, such as in the exhaust stroke phase Between) and conveyed during opening and closing air inlet door operation.Similarly, for example, the fuel directly sprayed can be in induction stroke Period and partly previous during exhaust stroke, it is during induction stroke and partly defeated during compression stroke It send.In addition, the fuel directly sprayed can be used as single injection event or multi-injection and convey.These may include in the compression stroke phase Between multi-injection, multi-injection during induction stroke or during compression stroke it is some directly injection and air inlet rush Some combinations directly sprayed during journey.When implementing repeatedly directly to spray, in (direct) injection of induction stroke and compression punching The relative distribution of total direct fuel injection between (direct) injection of journey is referred to alternatively as the second injection ratio.For example, in the induction stroke phase Between injection for the larger amount of direct fuel injection of combustion incident can be higher second ratio that induction stroke is directly sprayed Example, and spray can be what induction stroke was directly sprayed for the larger amount of fuel of combustion incident during compression stroke The example of lower second ratio.Note that these are only the example of different injection ratios, and various other injections can be used Than.
Similarly, even for single combustive event, the fuel of injection can different timings from air intake duct and directly Injector injection.Moreover, the multi-injection of conveyed fuel can execute in each cycle for single combustion incident. Multi-injection can be executed during compression stroke, during induction stroke or during its any suitable combination.
As described above, Fig. 1 only shows a cylinder of multicylinder engine.Similarly, each cylinder can similarly include The air inlet of own/exhaust valve group, fuel injector, spark plug etc..
Fuel injector 166 and 170 can have different features.These features include different sizes, for example, one Injector can have biggish spray-hole compared with another.Other differences are including but not limited to different jet angles, difference Operation temperature, different targets, different injection timings, different injection characteristics, different positions etc..Moreover, foundation exists The distribution ratio of the fuel sprayed in injector 170 and 166 can achieve different effects.
Fuel system 172 may include a fuel tank or multiple fuel tanks.It include multiple fuel tanks in fuel system 172 In embodiment, fuel tank can save the fuel with same fuel mass, or can save the combustion with different fuel quality Material, such as different propellant compositions.These differences may include different alcohol contents, different octane numbers, different heats of vaporization, Different fuel mixture and/or combination thereof, etc..In one example, the fuel with different alcohol contents may include Gasoline, ethyl alcohol, methanol or crude alcohol mixture, such as E85 (about 85% ethyl alcohol and 15% gasoline) or M85 (about 85% methanol With 15% gasoline).Other, which wrap alcoholic fuel, can be the mixture of alcohol and water, the mixture of alcohol, water and gasoline, Etc..In some instances, fuel system 172 may include the fuel tank for saving liquid fuel such as gasoline, and also comprising saving The fuel tank of fuel gas such as CNG.Fuel injector 166 and 170 can be configured to injection from same fuel tank, different combustions Fuel in hopper, several equal fuel casees or one group of overlapping fuel tank.
Controller 12 shown in Fig. 1 is microcomputer, and it includes microprocessor units (CPU) 106, input/defeated Exit port (I/O) 108, the executable program for being shown as ROM chip (ROM) 110 in this particular example and Electronic storage medium, random access memory (RAM) 112, keep-alive memory (KAM) 114 and the data/address bus of calibration value. Other than those previously described signals, controller 12 can also receive various signals from the sensor coupled with engine 10, Measured value comprising the air mass air mass flow (MAF) from mass air flow sensor 122；From being coupled to coolant jacket The engine coolant temperature (ECT) of the temperature sensor 116 of cylinder 118；It is sensed from the Hall effect for being coupled to crankshaft 140 The profile ignition pickup signal (PIP) of device 120 (or other types)；Throttle position from throttle position sensor (TP)；And the absolute Manifold Pressure Signal (MAP) from sensor 124.Engine rotational speed signal, RPM can pass through controller 12 generate from signal PIP.Manifold pressure signal MAP from manifold pressure sensor can be used for providing in inlet manifold The instruction of vacuum or pressure.
Storage medium read-only memory 110 can be programmed with mechanized data, the mechanized data indicate by The executable instruction of processor 106, to execute following methods and other variants expectable but being not explicitly listed.Scheming The example procedure that can be implemented by controller is described in 3.
Fig. 2 shows the schematic illustration of the multicylinder engine 100 according to the disclosure.As described in Figure 1, internal combustion engine 100 cylinders 14 comprising being coupled with air intake duct 144 and exhaust duct 148.Air intake duct 144 may include air throttle 162.Exhaust duct 148 It may include emission control equipment 178.
Cylinder 14 can be configured to a part of cylinder cover 201.In Fig. 2, cylinder cover 201 is shown with 4 directly Arrange the cylinder of configuration.In some instances, cylinder cover 201 can have more or less cylinders, such as 6 cylinders.Some In example, cylinder can be configured with V-arrangement or other suitable deployment arrangements.
Shown in cylinder cover 201 coupled with fuel system 172.Shown in cylinder 14 and the coupling of fuel injector 166 and 170 It closes.Although illustrating only a cylinder to couple with fuel injector, but it is understood that, the institute for including in cylinder cover 201 There is cylinder 14 that can also couple with one or more fuel injectors.In this example embodiment, fuel injector 166 is described as Direct fuel injector, and fuel injector 170 is described as port fuel injector.Each fuel injector can be matched Being set to the specific time point in cycle of engine conveys a certain amount of fuel in response to the order from controller 12.One A or two fuel injectors can be used for conveying ignitable fuel to cylinder 14 during each burn cycle.The timing of fuel injection The function of engine operating condition is controlled to quantity.The timing of fuel injection and the control of quantity will be following and about figure 3-6 is discussed further.
Shown in fuel injector 170 coupled with fuel rail 206.Fuel rail 206 can be coupled with fuel conduit 221. Fuel conduit 221 can be coupled with fuel tank 240.Petrolift 241 can be coupled with fuel tank 240 and fuel conduit 221.Fuel is led Rail 206 may include several sensors, include temperature sensor and pressure sensor.Similarly, fuel conduit 221 and fuel tank 240 may include several sensors, include temperature and pressure sensor.Fuel tank 240 also may include fueling port.
In some embodiments, fuel tank 240 may include fuel gas, such as CNG, methane, LPG, hydrogen.In fuel tank 240 include in the embodiment of fuel gas, and case valve 242 can be coupled in the upstream of petrolift 241 with fuel conduit 221.Pipeline Valve can be coupled in the upstream of case valve with fuel conduit 221.Pressure regulator can upstream in pipe valve and fuel conduit 221 couplings.Fuel conduit 221 can also be coupled with coalescent filter, and can further include letting out in 206 upstream of fuel rail Pressure valve.
Shown in fuel injector 166 coupled with fuel rail 205.Fuel rail 205 can be coupled with fuel conduit 220. Fuel conduit 220 can be coupled with fuel tank 250.Petrolift 251 can be coupled with fuel tank 250 and fuel conduit 220.Fuel is led Rail 205 may include several sensors, include temperature sensor and pressure sensor.Similarly, fuel conduit 220 and fuel tank 205 may include several sensors, include temperature and pressure sensor.Fuel tank 250 also may include fueling port.In fuel Case 250 includes in the embodiment of fuel gas, and case valve 252 can be coupled in the upstream of petrolift 251 with fuel conduit 220.Pipe Road valve can be coupled in the upstream of case valve with fuel conduit 220.Pressure regulator can upstream in pipe valve and cartridge Road 220 couples.Fuel conduit 220 can also be coupled with coalescent filter, and can be further included in the upstream of fuel rail 205 Relief valve.
In some embodiments, fuel rail 205 can be configured to high pressure fuel rail, and fuel rail 206 can be matched It is set to low-pressure fuel guide rail.Fuel injector 170 and 166 can pass through fuel conduit 221 and 220 and same fuel tank coupling respectively It closes.
Control system 14 includes controller 12, and the controller can receive information from several sensors 16, and can To it is described herein and about several actuators 81 described in Fig. 1 send control signal.Engine system 100 can further include One (as described) or the multiple detonation sensor 90 being distributed along cylinder cover 201.When included, several detonation sensor can be with It is symmetrically or non-symmetrically distributed along cylinder block.Detonation sensor 90 can be accelerometer, pressure sensor or ionization transducer.
Engine controller can be configured to from the output of detonation sensor 90 based on one or more (e.g., timing of signals, Amplitude, intensity, frequency etc.) the instruction of those of cylinder pre-ignition in detect and distinguish the abnormal combustion as caused by combustion knock Event.As used herein, after combustion knock refers to spark ignition, the automatic ignition of the air/fuel in cylinder.Cylinder Prefiring refers to before spark ignition, the automatic ignition of the air/fuel in cylinder, and the usual feature of cylinder pre-ignition It is that more a greater amount of than combustion knock grades of event.In one example, cylinder pre-ignition event can be believed according to combustion knock Number determination, the combustion knock signal are estimated as being greater than in the first more early window the first higher thresholds, and combustion knock thing Part can determine that the combustion knock signal is estimated as lower greater than second in second later window according to combustion knock signal Threshold value.In one example, estimate that the window of detonation signal can be crank angle window.The window can be partly overlapping Or it is entirely different.In some embodiments, other than detonation sensor 90, engine system also may include that dedicated prefiring passes Sensor.
It is pre- that the attenuating measure for the solution pinking taken by engine controller may also differ from the solution taken by controller Those of igniting measure.Describe the example of attenuating measure herein and about Fig. 3-6.
Fig. 3 describes the example of the combustion knock in the direct injection internal combustion engine for controlling LP gas fuel Property sophisticated method 300.Method 300 can be configured to the computer instruction for being stored by control system and being implemented by controller, such as Controller 12 shown in fig 1 and 2.The component and feature for the exemplary engine that reference is described in detail Fig. 3 in fig 1 and 2 carry out Description, but it is to be understood that, without departing substantially from disclosure range, method 300 or other equivalent methods can be opposite Implement in several engine configurations.Method 300 can be repeatedly carried out during engine is run.
Method 300 can be started and measuring or estimating engine operating condition (EOC) 305.As non-limiting example, Operating condition may include that environment temperature and pressure, pedal position (PP), engine speed, engine load, engine temperature, manifold are empty Throughput (MAF), Manifold Air Pressure (MAP), MAT Manifold Air Temperature (MCT) etc..310, method 300 may include basis EOC sets fuel injection profile.Fuel injection profile may include single injection event or multi-injection.Spraying profile may include air intake duct The combination of fuel injection (PFI), direct fuel injection (DI) or both.
Continue at 315, method 300 may include whether determining combustion knock is predicted to.Determine combustion knock whether by Predicting may include the current and anticipated engine operating condition of assessment, such as engine temperature and engine load, and can be further Comprising determining which cylinder (if present) may be susceptible to combustion knock according to current or prospective engine operating condition.If Combustion knock is not predicted to, then method 300 can proceed to 325.325, method 300 may include keeping Current fuel injection wide Line.If combustion knock is predicted to, method 300 can proceed to 320.
320, method 300 may include the injection profile for one or more impacted cylinders that adjustment predicts pinking (injection profile).Adjustment injection profile may include the LPG for spraying the first quantity during induction stroke, Zhi Hou The LPG of the second quantity is sprayed during compression stroke.The LPG of second quantity can be more than the LPG of the first quantity.In uniquely operation DI Engine system in, direct injector can make fuel injection (referred to here as shunt injection) twice.It is being configured with PFI and DI In the engine system of injector, the LPG of the first quantity can be sprayed by PFI injector, and the LPG of the second quantity can pass through DI Injector injection.In this way, combustion knock can be reduced with feed-forward mode.Due to the heat of vaporization of liquid, in compression stroke Period injection LPG can generate cooling effect on engine cylinder.The ratio of first quantity and the second quantity (referred to here as " is divided Stream ratio ") it can be determined in advance, or present engine operating condition can be based on.Split ratio can be configured to provide maximized vapour Cylinder is cooling, while minimizing the fuel that can be used for participating in combustion knock burning.In some embodiments, 320, this method is also wrapped The injection profile of the impacted cylinders of one or more of pinking is predicted containing adjustment, and do not have to further modification it is one or more by Influence the ignition timing of cylinder, and/or the injection timing without further modifying other uninfluenced cylinders and/or the amount of injection. In addition, this method may include the injection profile for the impacted cylinder of one or more that adjustment predicts pinking, and do not have to modify it The ignition timing of his uninfluenced cylinder.
Continue at 330, method 300 may include whether determining combustion knock is detected.It can be by one or more quick-fried Sensor is shaken, as discussed in this with detonation sensor 90 shown in Fig. 2, detects combustion knock.Combustion knock can be positioned In one or more independent cylinders or one or more groups of cylinders.Combustion knock detection can be lasting process.Such as gynophore The injection profile for the one or more cylinders for predicting pinking has been adjusted, then as shown at 320, once reach injection profile tune A burn cycle after whole, then combustion knock detection can occur.In some instances, before acting on knock detection, The burn cycle of fixed quantity be can permit to determine whether the injection profile adjustment at 320 has been sufficiently cool by shadow Loud cylinder.If combustion knock is not detected, method 300 can proceed to 325, and may include keeping current injection Profile.If combustion knock is detected, method 300 can proceed to 335.
335, method 300 may include the injection profile for the impacted cylinder that adjustment detects pinking.If combustion knock One or more independent cylinders are positioned in, then can adjust the injection profile of separate cylinders.One is located in combustion knock In group or the scheme of multiple groups cylinder, the injection profile of one or more cylinders except impacted cylinder group can adjust.Adjustment by The injection profile for influencing cylinder may include changing injection timing and split ratio.Spraying profile can adjust in range in different times It is whole, and if impacted cylinder is more than one, for different cylinders, spraying profile be can be different.Injection timing It can be adjusted in a suitable manner with split ratio, wherein split ratio is known for specific engine operating condition, and is applied In subsequent combustion incident.It there is described herein and show in figure 4b and adjust showing for injection timing and split ratio in this way Example.For example, the first the amount of injection (during induction stroke) can be increased to provide cylinder additional cooling.In some embodiments In, 335, this method further includes the injection profile that adjustment detects the impacted cylinder of one or more of pinking, without With the ignition timing of the one or more impacted cylinders of further modification, and/or without further modifying other uninfluenced vapour The injection timing and/or the amount of injection of cylinder.In addition, this method may include the impacted vapour of one or more that adjustment predicts pinking The injection profile of cylinder, and do not have to the ignition timing for modifying other uninfluenced cylinders.
Continue at 340, method 300 may include determining combustion knock after the injection profile for adjusting impacted cylinder Whether still it is detected.If for detecting that the injection profile of one or more cylinders of pinking has been adjusted, such as Shown in 335, once reaching a burn cycle after adjustment injection profile, lasting combustion knock detection can occur.In In some examples, the burn cycle of fixed quantity can permit to determine the injection before acting on knock detection, at 335 Whether profile adjustment has been sufficiently cool impacted cylinder.If combustion knock is not detected, method 300 can be into Row may include keeping currently spraying profile to 325.If combustion knock is detected, method 300 can proceed to 345.
At 345, method 300 may include the injection profile for adjusting all cylinders or cylinder subset, the cylinder subset packet Containing the cylinder that their injection profile is not adjusted, even if combustion knock is predicted to or examines not yet for these cylinders It measures.Adjustment injection profile may include changing injection timing and/or split ratio to each cylinder, such as described at 320 and 335. Injection profile can be adjusted to scheduled or known injection profile, and can be based on present engine operating condition.In some embodiments In, at 345, this method also includes the injection profile of all cylinders of adjustment or cylinder subset, and does not have to further modify those The ignition timing of cylinder, the cylinder subset includes the cylinder that their injection profile is not adjusted, even if to these cylinders For combustion knock be predicted to or detect not yet.
Continue at 350, method 300 may include after adjusting the injection profile of engine cylinder at 345, determining burning Whether pinking is still detected.Once reaching a burn cycle after adjustment injection profile, then sustained combustion knock detection It can occur.In some instances, allow the burn cycle of fixed quantity to determine the In before acting on knock detection Whether the injection profile adjustment at 345 has been sufficiently cool impacted cylinder.If combustion knock is not detected, Method 300 can proceed to 325, and may include keeping currently spraying profile.If combustion knock is detected, method 300 can Proceed to 355.
355, method 300 may include adjusting the ignition timing of one or more cylinders.What pinking was detected or predicted Cylinder can be subjected to ignition timing adjustment.In some schemes, unaffected cylinder can also be subjected to ignition timing adjustment.Igniting Timing adjustment may include from minimum best timing retard ignition timing.Then method 300 can terminate.In some embodiments, In At 355, this method also includes to adjust the ignition timing of one or more cylinders, while keeping current injection timing.For injection The cylinder that timing has been adjusted, as shown in 320,335 and/or 345, ignition timing can be adjusted and not have to further repair Change injection timing, and keeps the injection timing being adjusted simultaneously.
It is described herein and in fig 1 and 2 shown in engine system and method 300 described herein and shown in fig. 3 One or more methods can be made feasible.For example, the method for lowering the in-engine combustion knock of LP gas fuel includes: sound It should be in the detection of the combustion knock in the first engine cylinder, when the inlet valve of the first cylinder is opened, to the first engine vapour Port fuel sprays the fuel of the first quantity in cylinder；When the IC Intake Valve Closes of the first cylinder, into the first engine cylinder Direct fuel sprays the fuel of the second quantity；When the inlet valve of the second cylinder is opened, the air intake duct into the second engine cylinder The fuel of fuel injection third quantity；And when the IC Intake Valve Closes of the second cylinder, directly fired into the second engine cylinder The fuel of material the 4th quantity of injection.This method can further comprise: in response to holding for the combustion knock in the first engine cylinder Continuous monitoring, increases the fuel of the first quantity；And relative to previous spark ignition timing, postpone the spark of the first engine cylinder Ignition timing.Implement having the technical effect that through the cooling engine cylinder for thering is LPG to spray for this method, reduces combustion knock thing Part.In this way, what ignition timing can be grown as far as possible is maintained at minimum best timing, or will be than other feasible methods more MBT is moved closer to, to improve fuel economy and maximize engine performance, while lowering combustion knock.
Fig. 4 A describes the exemplary timing diagram 400 for controlling the combustion knock in internal combustion engine, the internal combustion hair Motivation uses LPG as fuel, and executes method 300 shown in described herein and Fig. 3.Figure 40 5 indicates the first cylinder (cylinder 1) piston position, the cylinder experience four-stroke engine circulation, includes air inlet, compression, acting and firing stroke, difference It is marked as I, C, P and E.The figure can be considered as Infinite Cyclic.
Figure 41 0 indicates the combustion knock for being positioned at the first cylinder.For simplicity, this Figure illustrates follow in each burning During ring, combustion knock is to be predicted to, detect again without being predicted to or detect (invalid).In practice, specific Combustion knock event can be detected, such as detected by detonation sensor 90, it is as described herein and shown in Fig. 2.
Figure 41 5 indicates the fuel injection event in the first cylinder.This may include direct fuel injection events and/or air inlet Road fuel injection event.The cartographic represenation of area of each stick is with respect to fuel quantity.The width means of each stick are relative in Figure 40 5 Shown in burn cycle injection events length.
Figure 42 0 indicates the spark timing in the first cylinder for igniting.As default location, spark ignition is set at hair The best timing (MBT) of the minimum of motivation operating condition, maximizes engine output torque and fuel economy to reach as possible.Most In number scheme, this includes the spark ignition occurred before the top dead centre (TDC) that piston reaches compression stroke several times.Spark ignition Timing can be advanced or delayed as engine operating condition is dominated from the position.
Figure 42 5,430,435 and 440 respectively indicates the piston position for the second cylinder (cylinder 2), combustion knock, combustion Material injection profile and ignition timing.Second cylinder operates in same engine with the first cylinder.The parameter difference It is identical as the parameter of Figure 40 5,410,415 and 420.The burn cycle of second cylinder deviates burn cycle two of the first cylinder Stroke, for example, the second cylinder is in compression stroke when the first cylinder is in exhaust stroke.
In time t0, cylinder 1 starts from induction stroke, and cylinder 2 starts from expansion stroke, as Figure 40 5 and 425 distinguishes Display.For any cylinder, combustion knock is not all predicted to or detects, as shown in Figure 41 0 and 430.Two Cylinder all uses the MBT of spark ignition timing, as shown in Figure 42 0 and 440.Similarly, two cylinders are during compression stroke all It is directly sprayed with the single of LPG.
In time t1, according to engine operating condition, the combustion knock in cylinder 1 is predicted to.At the 315 of Fig. 3 and 320 Shown in, it can adjust the injection profile of impacted cylinder after the prediction of combustion knock.Similarly, the spray of cylinder 1 is adjusted Profile is penetrated, as shown in Figure 41 5.In this scenario, adjustment injection profile includes the injection thing for fuel injection being divided into two separation Part: the first injection during induction stroke and the second injection during compression stroke.First injection can be fired by air intake duct Material ejector executes, if engine is equipped with port fuel injector.If engine is configured as only comprising straight Fuel injector is connect, then spraying twice can all be carried out by direct fuel injector.In this example, the second injection ratio first is sprayed Include a greater amount of LPG.When inlet valve is opened, (referred to here as valve opening injection or OVI) can occur for the first injection.Such as figure Shown in 420, the spark timing adjustment of cylinder 1 is not made.In addition, keeping the injection of cylinder 2 wide as shown in Figure 43 5 and 440 Line and spark timing.
In time t2, detect the combustion knock in cylinder 1.As shown in 330 and 335 in Fig. 3, in the inspection of combustion knock The injection profile of adjustable impacted cylinder after survey.Similarly, the injection profile for adjusting cylinder 1, as shown in Figure 41 5.In In the program, adjustment injection profile includes the amount for increasing the fuel sprayed during induction stroke.In this example, it is maintained at The amount of the fuel of second injection period injection, but in other schemes, can be reduced.Similarly, first and second are kept The injection timing of injection, but in other schemes, can adjust the timing of injection.As shown in Figure 42 0, cylinder 1 is not made The adjustment of spark timing.In addition, the injection profile and spark timing of cylinder 2 are kept, as shown in Figure 43 5 and 440.
In time t3, both do not detected or do not predicted combustion knock in cylinder 1 or cylinder 2.If Fig. 3 is in 340 Hes Shown in 325, this leads to the current injection profile for keeping cylinder 1.As shown in Figure 42 0, the spark timing of cylinder 1 is not made Adjustment.In addition, keeping the injection profile and spark timing of cylinder 2 as shown in Figure 43 5 and 440.
Fig. 4 B describes the exemplary timing diagram 450 for controlling combustion knock in internal combustion engine, the internal-combustion engine Machine uses LPG as fuel and executes method 300 described herein and shown in Fig. 3.Figure 45 5 indicates the first cylinder (cylinder 1) piston position, first cylinder experience four-stroke engine circulation includes air inlet, compression, acting and firing stroke, It is respectively labeled as I, C, P and E.The figure is regarded as Infinite Cyclic.
Figure 46 0 indicates the combustion knock for being located in the first cylinder.For simplicity this Figure illustrates in each burning During circulation, combustion knock is to be predicted to, detect again without being predicted to or detect (invalid).In practice, special Fixed combustion knock event can be detected, such as be detected by detonation sensor 90, as described herein and shown in Fig. 2.
Figure 46 5 indicates the fuel injection event in the first cylinder.This may include direct fuel injection events and/or air inlet Road fuel injection event.The cartographic represenation of area of each stick is with respect to fuel quantity.The width means of each stick are relative in 5 institute of Figure 45 The length of the injection events for the burn cycle shown.
Figure 47 0 indicates the spark timing in the first cylinder for igniting.In default location, spark ignition, which is set at, starts The best timing (MBT) of the minimum of machine operating condition, to maximize engine output torque and fuel economy as possible.In most variations In, this includes the spark ignition occurred before the top dead centre (TDC) that piston reaches compression stroke several times.Spark ignition is just When can dominate with engine operating condition and be advanced or delayed from the position.
Figure 47 5,480,485 and 490 respectively indicates the piston position for the second cylinder (cylinder 2), combustion knock, combustion Material injection profile and spark timing.Second cylinder is run in identical engine with the first cylinder.Parameter respectively with Parameter in Figure 45 5,460,465 and 470 is identical.The combustion knock of second cylinder deviates combustion knock two of the first cylinder Stroke, e.g., when the first cylinder is in exhaust stroke, the second cylinder is in compression stroke.
In time t0, cylinder 1 starts induction stroke, and cylinder 2 starts expansion stroke, such as in Figure 45 5 and 475 respectively Shown in.For any cylinder, combustion knock is not predicted to or detects, as shown in Figure 46 0 and 480.Two cylinders rise Just all using the spark timing being slightly delayed, as shown in Figure 47 0 and 490.Similarly, two cylinders are during compression stroke all It is directly sprayed using the single of LPG.
In time t1, detect the combustion knock in cylinder 1.As shown in 330 and 335 in Fig. 3, in the inspection of combustion knock It can adjust the injection profile of impacted cylinder after survey.Similarly, as shown in Figure 46 5, the injection profile of cylinder 1 is adjusted.At this In scheme, adjustment injection profile includes the injection events for fuel injection being divided into two separation: during induction stroke first Injection and the second injection during compression stroke.First injection can be executed by port fuel injector, if engine If being equipped with port fuel injector.If engine is configured as containing only direct fuel injector, injection can twice It is carried out by direct fuel injector.In this example, the injection of the second injection ratio first includes a greater amount of LPG.Work as inlet valve When opening, (referred to here as valve opening injection or OVI) can occur for the first injection.As shown in Figure 47 0, the spark of cylinder 1 is not made Timing adjustment.In addition, the injection profile and spark timing of cylinder 2 are advanced to MBT as shown in Figure 48 5 and 490.
In time t2, combustion knock is still detected in cylinder 1.As shown in 340 and 345 in Fig. 3, burn quick-fried It can adjust the injection profile of all cylinders after the lasting detection of shake.Similarly, as shown in Figure 46 5, the injection of cylinder 1 is adjusted Profile, and the injection profile of cylinder 2 is such as adjusted shown in Figure 48 5.
In this scenario, the injection profile for adjusting cylinder 1 includes the fuel quantity for increasing and spraying during induction stroke.At this In example, it is maintained at the fuel quantity of the second injection period injection, but in other schemes, the fuel quantity can be reduced.Phase As, the injection timing of the first and second injections is kept, but in other schemes, injection timing can be adjusted.
In this scenario, the injection profile for adjusting cylinder 2 includes the injection events for fuel injection being divided into two separation: into The first injection during gas stroke and the second injection during compression stroke.In this example, the second injection ratio first injection packet Containing a greater amount of LPG.When inlet valve is opened, (OVI) can occur for the first injection.As shown in Figure 47 0 and 490, cylinder 1 and vapour The spark timing of cylinder 2 is not adjusted.
In time t3, combustion knock is still detected in cylinder 1.As shown in 350 and 355 in Fig. 3, burning It can adjust the spark timing profile of impacted cylinder after the lasting detection of pinking.Similarly, as shown in Figure 47 0, prolong from MBT The spark timing of slow cylinder 1.As shown in Figure 46 5 and 485, the injection profile of cylinder 1 and cylinder 2 is maintained at their previous exterior features Line.As shown in Figure 49 0, the spark timing of cylinder 2 is not adjusted.
In time t4, combustion knock is not both detected or is not previously predicted in cylinder 1 or cylinder 2.In Fig. 3 Shown in 340 and 325, which results in the current injection profiles for keeping cylinder 1 and 2.In other schemes, injection profile can adjust. In this scenario, the spark time of cylinder 1 is restored to MBT, as shown in Figure 47 0.In other schemes, the spark of cylinder 1 is just When can continue to postpone, or further adjusted according to engine operating condition.As shown in Figure 49 0, the spark timing tune of cylinder 2 is not made It is whole.
Fig. 5 is described for controlling the exemplary of the cylinder pre-ignition in the I. C. engine that LPG fuel directly sprays Sophisticated method 500.Method 500 can be configured to the computer instruction for being stored by control system and being implemented by controller, such as Fig. 1 With 2 shown in controller 12.The component of reference Fig. 1 and 2 exemplary engine being described in detail and feature are described Fig. 5, still It should be appreciated that method 500 or other methods of equal value can be implemented about several engine configurations, without departing from the model of the disclosure It encloses.Method 500 can traverse the process of engine operation and repeat.Method 500 is in combination with method 300 or control combustion knock Other methods be performed.
Method 500 can be started and measuring or estimating engine operating condition (EOC) at 505.As non-limiting example, Operating condition may include that environment temperature and pressure, pedal position (PP), engine speed, engine load, engine temperature, manifold are empty Throughput (MAF), Manifold Air Pressure (MAP) etc..510, method 500 may include setting fuel injection profile according to EOC.Combustion Material injection profile may include single injection event or multi-injection.Injection profile may include port fuel injection (PFI), direct fuel Spray the combination of (DI) or both.
Continue at 515, method 500 may include whether determining engine prefiring is predicted to.Determine cylinder pre-ignition Whether be predicted to may include that assessment is current and expected engine operating condition, such as engine temperature and engine load, and can It further includes and determines which cylinder (if any) may be susceptible to prefiring according to current or expected engine operating condition. If not predicting cylinder pre-ignition, method 500 can proceed to 525.525, method 500 may include keeping Current fuel Spray profile.If predicting cylinder pre-ignition, method 500 can proceed to 520.
At 520, method 500 may include that the injection for one or more impacted cylinders that adjustment predicts prefiring is wide Line.Adjustment injection profile may include the LPG for spraying the first amount during induction stroke, spray second during compression stroke later The LPG of amount.The LPG of second amount can be greater than the LPG of the first amount.In the uniquely engine system of operation DI, direct injector can Make fuel injection (referred to here as shunting injection) twice.In the engine system configured with PFI and DI injector, the first amount LPG can be sprayed by PFI injector, and the LPG of the second amount can be sprayed by DI injector.In this way, it can feedover Mode lowers cylinder pre-ignition.Due to evaporation heat of liquids, spraying LPG during compression stroke can be on engine cylinder with cold But effect.The ratio (referred to here as " split ratio ") of first amount and the second amount can be determined in advance, or can be based on present engine Operating condition.It is cooling that split ratio can be configured to provide maximized cylinder, while minimizing and can be used for participating in cylinder pre-ignition burning Fuel.In some embodiments, at 520, this method further include adjustment predict prefiring it is one or more by The injection profile of the cylinder of influence, and do not have to further modification engine load, and/or without further modifying other not by shadow The injection timing and/or the amount of injection of loud cylinder.In addition, this method may include adjustment predict prefiring it is one or more by The injection profile of the cylinder of influence, without modifying engine load.
Continue at 530, method 500 may include whether determining cylinder pre-ignition is detected.Cylinder pre-ignition can pass through The detection of one or more detonation sensor, is such as discussed and detonation sensor 90 shown in Fig. 2 herein.According to detonation sensor Output, can identify and distinguish cylinder pre-ignition event from combustion knock.For example, in response to the quick-fried of detonation sensor output The higher thresholds that signal is greater than in previous crank angle window are shaken, prefiring can be determined.Prefiring detection can be wrapped further Containing the quantity for calculating pre-ignition event of the generation within certain period or in multiple burn cycles.Cylinder pre-ignition can be located in One or more independent cylinders or one or more groups of cylinders.Cylinder pre-ignition detection can be lasting process.If prediction Injection profile to one or more cylinders of prefiring has been adjusted, as shown in 520, then once to reach adjustment injection wide A burn cycle after line, cylinder pre-ignition detection can occur.In some instances, the burning of fixed quantity is allowed Circulation, with act on prefiring detection before, determine at 520 injection profile adjustment whether be sufficiently cool by The cylinder of influence.If cylinder pre-ignition is not detected, method 500 can proceed to 525, and may include keeping current Spray profile.If combustion knock is detected, method 500 can proceed to 535.
At 535, method 500 may include the injection profile for the impacted cylinder that adjustment detects prefiring.If vapour Cylinder prefiring is located in one or more independent cylinders, then can adjust the injection profile of independent cylinder.In the pre- point of cylinder Fire is located in the scheme of one or more groups of cylinders, can adjust the spray of one or more cylinders except impacted cylinder group Penetrate profile.The injection profile for adjusting impacted cylinder may include changing injection timing and split ratio.Spraying profile can be in difference Time range in adjustment spray profile and difference can be for different cylinders and if more than one cylinder is affected 's.Injection timing and split ratio can be adjusted in a self-adaptive manner, wherein split ratio is to know for specific engine operating condition , and it is applied to subsequent combustion incident.It is described herein and is shown in Fig. 6 A-6B and adjust injection timing in this way With the example of split ratio.For example, the amount of the first injection (during induction stroke) can be increased to provide additional cooling to cylinder. Moreover, the amount of the second injection can be increased to provide additional cooling to cylinder.The timing of second injection can also be postponed, more to connect Nearly spark ignition.In this way, less fuel will can be used for potential prefiring combustion incident.This strategy can also prevent initial pre- The outburst of prefiring after ignition event.Although the later period injection of gasoline can generate remaining particle matter in combustion cylinder Or soot, but LPG can be in the spark ignition even evaporating completely before later period injection timing.In some embodiments, 535 Place, this method further includes the injection profile that adjustment detects the impacted cylinder of the one or more of prefiring, and is not had into one Step modification engine load, and/or the injection timing without further modifying other unaffected cylinders and/or the amount of injection. In addition, this method may include the injection profile for one or more impacted cylinders that adjustment predicts prefiring, and do not have to repair Send engine load elsewhere.
Continue at 540, method 500 may include determining that cylinder is pre- after the injection profile for adjusting impacted cylinder Whether igniting is still detected.If detecting that the injection profile of one or more cylinders of prefiring has been adjusted, such as exist Shown in 535, then once reaching a burn cycle after adjustment injection profile, then lasting cylinder pre-ignition detection can be sent out It is raw.In some instances, the burn cycle of fixed quantity is allowed, to determine before acting on prefiring detection, at 535 Injection profile adjustment whether be cooled sufficiently impacted cylinder.Prefiring detection may include calculating to occur in certain time The quantity of pre-ignition event in section or in multiple burn cycles.If cylinder pre-ignition is not detected, method 500 can Proceed to 525, and may include keeping currently spraying profile.If cylinder pre-ignition is detected, method 500 be can proceed to 545。
At 545, method 500 may include the injection profile for adjusting all cylinders or cylinder subset, the cylinder subset packet Containing the cylinder that their injection profile is adjusted not yet, even if cylinder pre-ignition is predicted not yet for those cylinders To or detect.Adjustment injection profile may include the first and second injections for changing injection timing, split ratio and/or each cylinder Amount, as described in 520 and 535.The injection profile can be adjusted to that scheduled or known injection profile, and can be based on current Engine operating condition.It can be adjusted and be sprayed based on the quantity of the pre-ignition event detected in certain period or multiple burn cycles Profile.In some embodiments, at 545, this method also includes the injection profile of all cylinders of adjustment or cylinder subset, without With further modification engine load, the cylinder subset includes the cylinder that their injection profile is not adjusted, even if right For those cylinders, combustion knock is predicted to or detects not yet.
Continue at 550, method 500 may include determining cylinder after the injection profile for adjusting engine cylinder at 545 Whether prefiring is still detected.Once reaching a burn cycle after adjustment injection profile, lasting cylinder pre-ignition Detection can occur.In some instances, the burn cycle of fixed quantity is allowed, detects it acting on prefiring to determine Before, whether the injection profile adjustment at 545 has been sufficiently cool impacted cylinder.If cylinder pre-ignition not by It detects, then method 500 can proceed to 525, and may include keeping currently spraying profile.If combustion knock is detected, Then method 500 can proceed to 555.
555, method 500 may include that the injection profile of one or more cylinders is made to richen (enrich).Make one or more It may include increasing the fuel for the first amount being ejected into one or more cylinders, and/or increase that the injection profile of a cylinder, which richens, It is ejected into the fuel of the second amount in one or more cylinders.So that the injection profile of one or more cylinders is richened may include increasing The fuel quantity being ejected into one or more cylinders, the load without limiting engine.For example, can increase be injected into one or The first amount and the second amount of the fuel of multiple impacted cylinders.So that the injection profile of one or more cylinders is richened can be further Comprising increasing the fuel quantity being injected into one or more unaffected cylinders.This method, which can further include, makes all vapour Cylinder or the injection profile of cylinder subset richen.The process can be iteration, or the injection profile based on predetermined order.Method It can proceed to 560 after 500.
Continue 560, method 500 may include that the injection profile of one or more engine cylinders is made to richen it at 555 After determine whether still to detect cylinder pre-ignition.Once reaching a burn cycle after adjustment injection profile, lasting vapour The detection of cylinder prefiring can occur.In some instances, the burn cycle of fixed quantity is allowed, pre- point is being acted on determination Before fire detection, the injection profile at 555 richens whether be sufficiently cool impacted cylinder.If the pre- point of cylinder Fire is not detected, then method 500 can proceed to 525, and may include keeping currently spraying profile.If engine prefiring It is detected, then method 500 can proceed to 565.
565, method 500 may include limitation engine load.Limitation engine load may include one in following processing It is a or multiple: to reduce the opening of air inlet shutter, increase the opening of turbocharger wastegate, adjust cylinder valve timing to subtract Few air inlet inflation, and increase the amount of exhaust gas recirculatioon.For example, first can be reduced by being imported into the amount of the air inlet inflation of engine Amount, for example, until engine load is reduced below first threshold.Load limiting program can be by engine operating condition and detecting Multiple pre-ignition events determine.Then method 500 can terminate.In some embodiments, 555, this method also includes limitation Engine load, while keeping current injection timing.The cylinder of adjustment shown in 320,335 and/or 345 is pressed for injection timing, Engine load can be limited, without further modifying injection timing, and keeps the injection timing being adjusted simultaneously.
The described herein and engine system shown in Fig. 1 and 2 and method 500 described herein and shown in Fig. 5 can Realize one or more methods.For example, lowering the method for the cylinder pre-ignition in liquefied petroleum engine fuel, comprising: response In the detection of the cylinder pre-ignition in the first engine cylinder, when the inlet valve of the first cylinder is opened, to the first engine Port fuel sprays the fuel of the first quantity in cylinder；When the IC Intake Valve Closes of the first cylinder, to the first engine cylinder Interior direct fuel sprays the fuel of the second quantity；When the inlet valve of the second cylinder is opened, the air inlet into the second engine cylinder The fuel of road fuel injection third quantity；And when the IC Intake Valve Closes of the second cylinder, directly into the second engine cylinder The fuel of the 4th quantity of fuel injection.This method can further comprise: in response to the pre- point of the cylinder in the first engine cylinder The lasting detection of fire increases the fuel of the first quantity；Increase the fuel of the second quantity；And reduce liquefied petroleum engine fuel Load.Implement having the technical effect that for this method, by using LPG spray cooling engine cylinder, reduces cylinder pre-ignition Event.In this way, engine load can be maintained at desired level as long as possible, to maximize engine performance, simultaneously Lower cylinder pre-ignition.
Fig. 6 A describes the exemplary timing diagram 600 for controlling the combustion knock in internal combustion engine, the internal combustion hair Motivation uses LPG as fuel and executes method 500 described herein and shown in Fig. 5.Figure 60 5 indicates the first cylinder (cylinder 1) piston position, first cylinder experience four-stroke engine circulation includes air inlet, compression, workmanship and firing stroke, It is respectively labeled as I, C, P and E.The figure can be considered as Infinite Cyclic.
Figure 61 0 illustrates the cylinder pre-ignition for being located in the first cylinder.For simplicity this Figure illustrates each During burn cycle, prefiring pinking is to be predicted to, detect again without being predicted to or detect (invalid).It is practicing In, specific pre-ignition event can be detected and be calculated, such as by it is described herein and pinking shown in Fig. 2 pass The detection of sensor 90 and calculating.
Figure 61 5 indicates the fuel injection event in the first cylinder.The figure may include direct fuel injection events and/or air inlet Road fuel injection event.The cartographic represenation of area of each stick is with respect to fuel quantity.The width means of each stick are relative to shown in Figure 60 5 Burn cycle injection events length.
Figure 62 0,625 and 630 respectively indicates piston position, cylinder pre-ignition and the fuel injection of the second cylinder (cylinder 2) Profile, second cylinder are run in same engine with the first cylinder.The parameter is respectively and in Figure 60 5,610 and 615 Parameter it is identical.The burn cycle of second cylinder deviates two strokes of burn cycle of the first cylinder, for example, at the first cylinder When exhaust stroke, the second cylinder is in compression stroke.Figure 63 5 indicates the engine load of the engine including cylinder 1 and 2.
In time t0, cylinder 1 starts induction stroke, and cylinder 2 starts expansion stroke, as Figure 60 5 and 620 is respectively shown in. The cylinder pre-ignition of any one cylinder is not all predicted to or detects, as shown in Figure 61 0 and 625.Two cylinders all use MBT is as spark ignition timing.Similarly, two cylinders use the single of LPG directly to spray during compression stroke.
In time t1, the cylinder pre-ignition in cylinder 1 is predicted according to engine operating condition.Such as 515 and 520 institute in Fig. 5 Show, can adjust the injection profile of impacted cylinder after prediction combustion knock.Similarly, the injection profile of cylinder 1 is adjusted, such as Shown in Figure 61 5.In this scenario, adjustment injection profile include fuel injection be split into two separation injection events: into The first injection during gas stroke and the second injection during compression stroke.First injection can pass through port fuel injector It executes, if engine is equipped with port fuel injector.If engine is configured as only spraying comprising direct fuel Emitter, then injection can be carried out by direct fuel injector twice.In this example, the injection of the second injection ratio first is comprising bigger The LPG of quantity.When inlet valve is opened, (OVI) can occur for the first injection.As shown in Figure 63 0, the injection of cylinder 2 is not made The adjustment of profile.
In time t2, detect the cylinder pre-ignition in cylinder 1.As shown in 530 and 535 in Fig. 5, cylinder pre-ignition It can adjust the injection profile of impacted cylinder after detection.Similarly, as shown in Figure 61 5, the injection profile of cylinder 1 is adjusted. In this scenario, adjustment injection profile includes to increase the fuel quantity sprayed during induction stroke, increase during compression stroke The fuel quantity of injection and the timing for postponing the second fuel injection, make the second fuel injection closer to spark ignition.Such as 0 institute of Figure 63 Show, keeps the injection profile of cylinder 2.
In time t3, cylinder pre-ignition is not both detected or is not previously predicted in cylinder 1 or cylinder 2.In Fig. 5 Shown in 540 and 525, which results in the current injection profiles for keeping cylinder 1, as shown in Figure 61 5.In addition, keeping the spray of cylinder 2 Profile is penetrated, as illustrated in diagram 630.
Fig. 6 B describes the example timing diagram 650 for controlling the combustion knock in internal combustion engine, the internal-combustion engine Machine uses LPG as fuel and executes method 500 described herein and shown in Fig. 5.Figure 65 5 indicates the first cylinder (cylinder 1) Piston position, first cylinder experience four-stroke engine circulation includes air inlet, compression, acting and firing stroke, point I, C, P and E are not marked as it.The figure can be considered as Infinite Cyclic.
Figure 66 0 indicates the cylinder pre-ignition for being located in the first cylinder.For simplicity this Figure illustrates in each combustion During burning circulation, prefiring pinking is to be predicted to, detect again without being predicted to or detect (invalid).It is practicing In, specific pre-ignition event can be detected and calculate, such as be examined by detonation sensor 90 described herein and shown in Fig. 2 It surveys and calculates.
Figure 66 5 indicates the fuel injection event in the first cylinder.It may include direct fuel injection events and/or air inlet Road fuel injection event.The cartographic represenation of area of each stick is with respect to fuel quantity.The width means of each stick are relative to shown in Figure 65 5 Burn cycle injection events length.
Figure 67 0,675 and 680 respectively indicates piston position, cylinder pre-ignition and the fuel spray of the second cylinder (cylinder 2) Profile is penetrated, second cylinder is run in same engine with the first cylinder.The parameter respectively with Figure 65 5,660 and 665 In parameter it is identical.The burn cycle of second cylinder deviates two strokes of burn cycle of the first cylinder, for example, when the first cylinder When in exhaust stroke, the second cylinder is in compression stroke.Figure 68 5 indicates that the engine of the engine including cylinder 1 and 2 is negative Lotus.
In time t0, cylinder 1 starts from induction stroke, and cylinder 2 starts from expansion stroke, as Figure 60 5 and 620 distinguishes It is shown.The cylinder pre-ignition of any cylinder is not all predicted to or detects, as shown in Figure 61 0 and 625.Two cylinders are all Use MBT as spark ignition timing.Similarly, two cylinders are all directly sprayed using the single of LPG during compression stroke.
In time t1, detect the cylinder pre-ignition in cylinder 1.As shown in 530 and 535 in Fig. 5, the inspection of combustion knock It can adjust the injection profile of impacted cylinder after surveying.Similarly, the injection profile for adjusting cylinder 1, as shown in Figure 66 5.In In the program, adjustment injection profile includes the injection events for fuel injection being split into two separation: during induction stroke First injection and the second injection during compression stroke.First injection can be executed by port fuel injector, if hair If motivation is equipped with port fuel injector.If engine is configured as only comprising direct fuel injector, twice Injection can be carried out all by direct fuel injector.In this example, the second injection contains bigger number compared with the first injection The LPG of amount.When inlet valve is opened, (OVI) can occur for the first injection.As shown in Figure 68 0, the injection profile of cylinder 2 is kept.
In time t2, still detect the cylinder pre-ignition in cylinder 1.As shown in 540 and 545 in Fig. 5, cylinder is pre- It can adjust the injection profile of all cylinders after the lasting detection of igniting.Similarly, as shown in Figure 66 5, the injection of cylinder 1 is adjusted Profile, and as shown in Figure 68 0, adjust the injection profile of cylinder 2.
In this scenario, adjustment injection profile includes the fuel quantity for increasing and spraying during induction stroke, and increase is being compressed The fuel quantity sprayed during stroke, and the timing of the second fuel injection is postponed, make the second fuel injection closer to spark point Fire, as shown in Figure 66 5.
In this scenario, the injection profile for adjusting cylinder 2 includes the injection events for fuel injection being split into two separation: The first injection during induction stroke and the second injection during compression stroke.In this example, the second injection and first Injection, which is compared, includes a greater amount of LPG.When inlet valve is opened, (OVI) can occur for the first injection.In this scenario, it can be based on The injection of the multiple pre-ignition events adjustment cylinder 1 and 2 detected within certain period or in a certain number of burn cycles is wide Line.
In time t3, still detect the cylinder pre-ignition in cylinder 1.As shown in 550 and 555 in Fig. 5, cylinder is pre- Can be after the lasting detection of igniting makes the injection profile of one or more cylinders richen.As shown in Figure 66 5 and 680, increase The amount of first and second injections of cylinder 1 and cylinder 2.In other schemes, only cylinder 1 (impacted cylinder) can be become It is rich.In some schemes, the amount of first or second injection may only be increased.
In time t4, still detect the cylinder pre-ignition in cylinder 1.As shown in 560 and 565 in Fig. 5, cylinder pre-ignition Lasting detection after can be reduction engine load, as shown in Figure 68 5.The injection profile of cylinder 1 and 2 is maintained at it Previous profile also can adjust one or more injection profiles as shown in Figure 66 5 and 680, but in other schemes.
In time t5, cylinder pre-ignition is not both detected or is not previously predicted in cylinder 1 or cylinder 2.Such as 5 He of Figure 66 Shown in 680, the injection profile of cylinder 1 and 2 is kept, but in other schemes, one or more can be adjusted according to engine operating condition A injection profile.Similarly, reduced engine load is kept, it, can be according to hair as shown in Figure 68 5, but in other schemes Motivation operating condition increases engine load.
It is described herein and in fig 1 and 2 shown in engine system and it is described herein and shown in Fig. 3 and 5 side One or more methods can be achieved in method 300 and 500 respectively.For example, the method for being used for engine comprising: start including height During the first state of machine temperature, the first quantity is sprayed in the first timing during induction stroke into the first engine cylinder Liquefied petroleum gas；And the second timing during the compression stroke after induction stroke, it is sprayed into the first engine cylinder Penetrate the liquefied petroleum gas of the second quantity.In some embodiments, liquefaction stone of the liquefied petroleum gas of the second quantity than the first quantity Oil is more, and the liquefied petroleum gas of the first and second quantity is sprayed in the first engine cylinder of common four-stroke combustion cycle It penetrates.In some embodiments, first state also includes combustion knock event of the prediction in the first engine cylinder.This method is also It may include: after the first state, to increase the liquefied petroleum gas of the first quantity during the second state.Second state can wrap Combustion knock event in the first engine cylinder containing detection.This method can further comprise: during the third state, second After state, the liquefied petroleum gas of third quantity is sprayed in third timing during induction stroke into the second engine cylinder； And the 4th timing during the compression stroke after induction stroke, the liquid of the 4th quantity is sprayed into the second engine cylinder Liquefied oil gas.In some embodiments, the third state includes the combustion knock event in the first engine cylinder of detection.4th number The liquefied petroleum gas of amount can be more than the liquefied petroleum gas of third quantity.This method can further comprise: during the 4th state, the After three condition, relative to the spark ignition timing of first state, postpone the spark ignition timing of the first engine cylinder.
In some embodiments, first state further includes the cylinder pre-ignition thing in the first engine cylinder of prediction Part.This method can further comprise: during the second state, after first state, increase the first quantity liquefied petroleum gas and Increase the liquefied petroleum gas of the second quantity.In some embodiments, the second state includes the vapour in the first engine cylinder of detection Cylinder pre-ignition event.This method can further comprise: during the third state, after the second state, during induction stroke The liquefied petroleum gas of third quantity is sprayed in third timing into the second engine cylinder；And the compression after induction stroke During stroke, the liquefied petroleum gas of the 4th quantity is sprayed into the second engine cylinder.In some embodiments, third state packet Cylinder pre-ignition event in the first engine cylinder containing detection.The liquefied petroleum gas of 4th quantity can be more than the stone of third quantity Oil gas.This method can further comprise: during the 4th state, after the third state, increase the liquefied petroleum gas of third quantity With the liquefied petroleum gas for increasing by the 4th quantity；And during the 5th state, after the 4th state, reduce the load of engine.
The feed forward mechanism for having the technical effect that cooling engine cylinder for implementing this method, in the engine cylinder, prediction To and/or detect combustion knock and/or cylinder pre-ignition.It is cold only by the timing and quantity for adjusting the fuel sprayed But engine cylinder can keep engine spark timing and engine load, improve fuel economy and make engine performance most Bigization.
Note that the example control and estimation program that include herein can be used for various engines and/or Vehicular system configuration.In Specific program described in this can indicate one or more of any amount of processing strategie, and such as event-driven interrupts driving, more Task, multithreading etc..Similarly, the various movements, operation and/or function can be performed in the sequence, parallel It executes or is omitted in some cases.Similarly, the sequence of processing is not the spy for realizing exemplary embodiment described herein It seeks peace what advantage was necessarily required, and is provided for illustrating and describing.The movement, one in operation and/or function or It is multiple to repeat to implement according to the specific policy used.In addition, the movement, operation and/or function can be graphically represented At the code in the non-provisional memory for the computer-readable storage media being programmed into engine control system.
It is understood that configuration disclosed herein and program are exemplary in itself, and these specific implementations Example is not considered to have limited significance, because many variants are feasible.For example, above-mentioned technology can be applied to V-6, I-4, I-6, V-12, opposed 4 cylinder and other engine types.The theme of the disclosure includes all novelties and non-obvious group The sub-portfolio and other features, function and/or attribute disclosed herein of conjunction and various systems and configuration.
It is considered as certain novel and non-obvious combination and sub-portfolio that next claims, which particularly point out,. These claims can refer to "one" element or " first " element or its equivalent.These claims are understood to wrap Merging containing one or more of these elements, both two or more neither requiring nor excluding these elements.Disclosed feature, function Can, other combinations of element and/or attribute and sub-portfolio can be by modification present claims or by the application or related New claim is proposed in application and is claimed.These claims, no matter in range than former the scope of the claims It is wider, narrower, identical or different, it is also considered as in the theme of the disclosure.

Claims (19)

1. a kind of method for engine comprising:
Before detecting or predicting combustion knock, sprayed in single injection event into the first engine cylinder during compression stroke The liquefied petroleum gas of first quantity；
In the first state phase of the prediction including the combustion knock event in high engine temperature and first engine cylinder Between, the first timing during induction stroke, the liquefied petroleum gas of the first engine cylinder of Xiang Suoshu the second quantity of interior injection；With And
The second timing during the compression stroke after the induction stroke, the first engine cylinder of Xiang Suoshu is interior to spray third The liquefied petroleum gas of quantity, wherein second quantity and the third quantity are less than first quantity.
2. according to the method described in claim 1, wherein the liquefied petroleum gas of the third quantity is more than second quantity Liquefied petroleum gas, and wherein the liquefied petroleum gas of first quantity, the second quantity and third quantity is fired in four common strokes It burns in first engine cylinder of circulation and is sprayed.
3. according to the method described in claim 1, further comprising:
During the second state, after the first state, increase the liquefied petroleum gas of second quantity.
4. according to the method described in claim 3, wherein second state includes the burning in first engine cylinder The detection of knock event.
5. according to the method described in claim 3, further comprising:
During the third state, after second state, third timing during induction stroke, to the second engine cylinder The liquefied petroleum gas of the 4th quantity of interior injection；And
The 4th timing during the compression stroke after the induction stroke, the interior injection the 5th of the second engine cylinder of Xiang Suoshu The liquefied petroleum gas of quantity.
6. according to the method described in claim 5, wherein the third state includes the burning in first engine cylinder The detection of knock event.
7. according to the method described in claim 5, wherein the liquefied petroleum gas of the 5th quantity is more than the 4th quantity Liquefied petroleum gas.
8. according to the method described in claim 5, further comprising:
During the 4th state, after the third state, relative to the first state spark ignition timing and postpone institute State the spark ignition timing of the first engine cylinder.
9. according to the method described in claim 1, wherein the first state also includes the vapour in first engine cylinder The prediction of cylinder pre-ignition event.
10. according to the method described in claim 9, further comprising:
During the second state, after the first state, increases the liquefied petroleum gas of second quantity and increase described the The liquefied petroleum gas of three quantity.
11. according to the method described in claim 10, wherein second state includes the vapour in first engine cylinder The detection of cylinder pre-ignition event.
12. according to the method described in claim 10, further comprising:
During the third state, after second state, third timing during induction stroke, to the second engine cylinder The liquefied petroleum gas of the 4th quantity of interior injection；And
During the compression stroke after the induction stroke, the liquefaction of the 5th quantity of injection in the second engine cylinder of Xiang Suoshu Oil gas.
13. according to the method for claim 12, wherein the third state includes the vapour in first engine cylinder The detection of cylinder pre-ignition event.
14. according to the method for claim 12, wherein the liquefied petroleum gas of the 5th quantity is more than the 4th quantity Liquefied petroleum gas.
15. the method according to claim 11, further comprising:
During the 4th state, after the third state, increases the liquefied petroleum gas of the 4th quantity and increase described the The liquefied petroleum gas of five quantity；And
During the 5th state, after the 4th state, reduce the load of the engine.
16. a kind of method for lowering the combustion knock in LP gas fuel engine comprising:
Before detecting or predicting the combustion knock in the first engine cylinder, when the IC Intake Valve Closes of first cylinder, Into first engine cylinder, direct fuel sprays the liquefied petroleum gas of the first quantity in single injection event；
In response to the detection of the combustion knock in first engine cylinder, when the air inlet of first engine cylinder When door is opened, port fuel sprays the liquefied petroleum gas of the second quantity in the first engine cylinder of Xiang Suoshu；
When the IC Intake Valve Closes of first engine cylinder, direct fuel sprays in the first engine cylinder of Xiang Suoshu The liquefied petroleum gas of third quantity, second quantity and the third quantity are less than first quantity；
When the inlet valve of the second engine cylinder is opened, the 4th number of port fuel injection in the second engine cylinder of Xiang Suoshu The liquefied petroleum gas of amount；And
When the IC Intake Valve Closes of second engine cylinder, direct fuel sprays in the second engine cylinder of Xiang Suoshu The liquefied petroleum gas of 5th quantity.
17. the method according to claim 11, further comprising:
In response to the lasting detection of the combustion knock in first engine cylinder, increase the liquefaction stone of second quantity Oil gas；And
Postpone the spark ignition timing of first engine cylinder relative to previous spark ignition timing.
18. a kind of method for lowering the cylinder pre-ignition in LP gas fuel engine comprising:
Before detecting or predicting the cylinder pre-ignition in the first engine cylinder, when the inlet valve of first engine cylinder When closing, into first engine cylinder, direct fuel sprays the liquefied petroleum gas of the first quantity in single injection event；
In response to the detection of the cylinder pre-ignition in first engine cylinder, described in first engine cylinder into When valve is opened, port fuel sprays the liquefied petroleum gas of the second quantity in the first engine cylinder of Xiang Suoshu；
When the IC Intake Valve Closes of first engine cylinder, direct fuel sprays in the first engine cylinder of Xiang Suoshu The liquefied petroleum gas of third quantity, second quantity and the third quantity are less than first quantity；
When the inlet valve of the second engine cylinder is opened, the 4th number of port fuel injection in the second engine cylinder of Xiang Suoshu The liquefied petroleum gas of amount；And
When the IC Intake Valve Closes of second engine cylinder, direct fuel sprays in the second engine cylinder of Xiang Suoshu The liquefied petroleum gas of 5th quantity.
19. the method according to claim 11, further comprising:
In response to the lasting detection of the cylinder pre-ignition in first engine cylinder, increase the liquefaction of second quantity Oil gas:
Increase the liquefied petroleum gas of the third quantity；And
Reduce the load of the liquefied petroleum engine fuel.
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